US5540456A - Multispeed hub for a bicycle - Google Patents

Multispeed hub for a bicycle Download PDF

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Publication number
US5540456A
US5540456A US08/377,476 US37747695A US5540456A US 5540456 A US5540456 A US 5540456A US 37747695 A US37747695 A US 37747695A US 5540456 A US5540456 A US 5540456A
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United States
Prior art keywords
groove
pawl
displacing
hub
disposed
Prior art date
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Expired - Fee Related
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US08/377,476
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English (en)
Inventor
Gerhard Meier-Burkamp
Werner Steuer
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SANDLEFORD Ltd PW CORPORATE SERVICES (CAYMAN) LIMITED
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Fichtel and Sachs AG
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Assigned to FICHTEL & SACHS AG reassignment FICHTEL & SACHS AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: STEUER, WERNER, MEIER-BURKAMP, GERHARD
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Publication of US5540456A publication Critical patent/US5540456A/en
Assigned to MANNESMANN SACHS AG reassignment MANNESMANN SACHS AG CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: FICHTEL & SACHS AG
Assigned to SANDLEFORD LIMITED, PW CORPORATE SERVICES (CAYMAN) LIMITED reassignment SANDLEFORD LIMITED, PW CORPORATE SERVICES (CAYMAN) LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MANNESMANN SACHS AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/12—Freewheels or freewheel clutches with hinged pawl co-operating with teeth, cogs, or the like
    • F16D41/14—Freewheels or freewheel clutches with hinged pawl co-operating with teeth, cogs, or the like the effective stroke of the pawl being adjustable
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/24—Freewheels or freewheel clutches specially adapted for cycles
    • F16D41/26—Freewheels or freewheel clutches specially adapted for cycles with provision for altering the action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/24—Freewheels or freewheel clutches specially adapted for cycles
    • F16D41/30—Freewheels or freewheel clutches specially adapted for cycles with hinged pawl co-operating with teeth, cogs, or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19414—Single clutch shaft
    • Y10T74/19419—Progressive
    • Y10T74/19442—Single key
    • Y10T74/19451—Spur gears
    • Y10T74/19465—Sliding clutch operator

Definitions

  • This invention generally relates to a multi-speed hub for a bicycle.
  • a hub can typically have a shaft, or hub axle, for being non-rotationally connected to a frame of the bicycle, a hub body rotatably mounted about the fixed shaft, and a drive element rotatably mounted on the fixed shaft.
  • a plurality of transmission elements can preferably be disposed between the shaft and the hub body for transmitting a drive force from the drive element to the hub body.
  • a selection between various gearing ratios provided by the transmission elements can preferably be provided by a selectively engageable ratchet mechanism and a control device for selectively engaging and disengaging the ratchet mechanisms.
  • the present invention relates to such a control device for ratchet mechanisms for a multispeed drive hub of a bicycle.
  • the ratchet mechanism can preferably be formed by at least one pawl biased radially inwardly toward the stationary shaft by means of at least one spring, whereby this ratchet mechanism can, in one direction of rotation, non-rotationally couple a rang body, disposed about the axle, with another rotational body, in particular, the stationary hub axle.
  • European Patent Application No. 0 383 350 One type of control device for ratchet mechanisms, in particular for multispeed drive hubs of a bicycle, is disclosed in European Patent Application No. 0 383 350, where several ratchet mechanisms can be controlled by means of a twistable gearshift sleeve located outside the hub.
  • the pawls are supported on arresting teeth which are molded onto the hub axle, and the pawls are engaged and disengaged by means of apertures, control edges and bevels of the multi-part gearshift sleeve, to engage or disengage the respective connection between the pawl and the arresting teeth.
  • control device claimed by the present invention lifts the pawl directly with an optimal bevel directly to a cam, whereby the angle of the bevel can be adapted to the requirements for the lifting force. It has also been determined that it would be advantageous if several cams with bevels can be located on one control plate, as this should not adversely affect the very favorable installation capabilities for the control plates.
  • the object of the present invention is therefore to create a control device for ratchet mechanisms for multispeed drive hubs, which control device can control more than one ratchet mechanism in the axial direction on a hub axle, without additional expense for construction.
  • the present invention teaches that this object can be accomplished by a control device which preferably has at least one control plate that is located in at least one groove of the axle, which groove can be defined by a groove base and groove sides, and in which groove, the control plate can be displaced longitudinally along a surface line of the hub axle.
  • This control plate can preferably have at least one cam, which cam can be engaged with, or disengaged from at least one pawl to disengage and engage the at least one pawl with the axle.
  • the pawls are preferably mounted in a ring body which encircles the axle.
  • any ring-shaped body within the hub which is selectively non-rotationally engageable and disengageable with another body can be provided with such a ratchet mechanism.
  • a ring body can possibly be a sun gear of the multi-speed hub, thereby enabling the sun gear to be engaged with and disengaged from the axle.
  • the pawls can preferably be braced against a side of the groove against the hub axle to transmit torque between the hub axle and the ring body.
  • the pawls can preferably be braced against a side of the groove against the hub axle.
  • the groove side which will be engaged by the pawls can preferably have a bevelled portion.
  • This bevelled portion can preferably be angularly disposed to provide an engagement surface for securely retaining the pawl thereagainst when the pawl is engaged with the bevelled portion.
  • the bevelled portion should preferably be disposed to keep the pawl from slipping radially outwardly under pressure.
  • the control plate preferably has a forward bevel and a rear bevel, each of which preferably runs in the direction of displacement toward the cam.
  • the cam can preferably be gradually engaged with the pawls in both a forward, and a rearward direction of movement of the control plate within the groove.
  • the cam can preferably have a cross-section which matches the cross section of the groove, whereby the lateral contour approximately matches the groove sides and the bevels, and the height of the cam approximately matches the circumference of the hub axle.
  • the pawls can preferably have a ramp for guiding the pawls rotationally over the cams when the guide ring is rotating with respect to the hub axle.
  • Such ramps can preferably avoid any unwanted engagement between the pawls and the groove sides, or between the pawls and the cam, when the pawls are rotating over the cam and groove.
  • a multi-speed hub for a bicycle having a frame, at least one wheel, and the multi-speed hub for mounting the at least one wheel to the frame
  • the hub comprising: a shaft for being non-rotationally connected to a frame of a bicycle; input apparatus for inputting rotational power to the hub; sleeve disposed concentrically about the shaft for receiving rotational power from the input apparatus and for outputting rotational power to the at least one wheel, the sleeve comprising apparatus for being connected to the at least one wheel; transmission apparatus disposed within the sleeve about the shaft, the transmission apparatus comprising: at least one sun gear disposed about the shaft apparatus, the at least one sun gear having an inner portion disposed adjacent the shaft apparatus; at least one planet gear disposed adjacent the at least one sun gear and meshed with the at least one sun gear; at least one ring gear disposed concentrically about the at least one sun gear and disposed about the at least one planet gear, the at least one ring gear being meshed with the at
  • a controllable ratchet mechanism for a drive hub of a bicycle, the hub defining a longitudinal axis, and the hub comprising a first member and a second member with the second member disposed about the first member, the first member having an outer surface disposed towards the second member, and the second member having an inner surface disposed towards the first member, the first and second members being selectively rotatable relative to one another, and selectively non-rotatably engageable with one another
  • the ratchet mechanism comprising: at least one pawl pivotably mounted on the inner surface of the second member, the at least one pawl having a first end mounted to the second member and a second end opposite the first end; apparatus for engaging the second end of the at least one pawl for non-rotatably engaging the first member and the second member, the first member comprising the apparatus for engaging; control apparatus for controlling engagement and disengagement of the at least one pawl between the second member and the first member, the first and second members being relatively rotatable with
  • FIG. 1 shows a control device for ratchet mechanisms for a hub axle, a ring body, pawls, two grooves and two control plates, in cross section;
  • FIG. 1a generally shows a bicycle and components thereof
  • FIG. 2 shows the control device illustrated in FIG. 1, with a modified ratchet installation
  • FIG. 3 shows the control plate with a cam, a forward bevel and a rear bevel, in a perspective view.
  • FIG. 4 shows a schematic diagram of a hub shift transmission of a multi-speed hub
  • FIG. 4a shows a simplified sectional view of the hub shift transmission taken along the line IV--IV of FIG. 4;
  • FIGS. 5 and 5a show additional variants of a hub shift transmission
  • FIGS. 6 shows a sectional view of another embodiment of a bicycle hub depicting in more detail the components of the hub in conjunction with the control device of FIG. 1.
  • FIG. 1a a general depiction of a bicycle having a multi-speed hub 100' on a rear wheel 101' thereof is provided in FIG. 1a.
  • the hub 100' can have a hub axle 1, by means of which the hub 100' can be attached to a frame 103' of the bicycle.
  • the frame 103' can also preferably support a front wheel 102'.
  • a chain 106' and pedal system 104', 105' can preferably be provided to transmit a drive power to the hub 100' and a rear wheel 101'.
  • the pedals 104' are preferably attached to a drive sprocket 105', the outside of which sprocket 105' preferably engages the chain 106'.
  • the chain 106' is also preferably engaged about the hub 100' by means of an additional drive sprocket 110'.
  • seat 107' can preferably be provided for the rider, while handlebars 108' can be provided for steering purposes.
  • handlebars 108' there can also preferably be a gear shifting device 109' for shifting the gears of the multi-speed hub 100'.
  • the shifting device 109' can preferably be operatively connected to the hub 100' by means of cables 111' that are fastened along the frame of the bicycle and preferably extend from the shifting device 109' to the hub 100'.
  • cables 111' and shifting devices 109' are typically well known and are therefore not discussed in any further detail herein.
  • a multi-speed hub 100' will now be further explained with relation to FIGS. 4 and 4a.
  • the hub 100' and thus the hub shift transmission, can essentially be connected to the bicycle frame by means of a hub axle 1.
  • a lever cone 2 can preferably be fastened non-rotationally to the hub axle 1, and can preferably be fixed in the axial direction on the hub axle 1.
  • a lever 3 of the lever cone 2 can be braced against the bicycle frame 103' (see FIG. 1a) to further ensure a torsional strength of the hub 100'.
  • a driving pinion 8 can preferably be non-rotationally mounted.
  • Such a driving pinion 8 can preferably comprise the sprocket 110' (as discussed above with reference to FIG. 1a).
  • this driver 7 there can preferably be a second bearing 52 to connect the driver 7 with a hub sleeve 9.
  • the hub sleeve 9 can preferably be braced against the lever cone 2 by means of a third bearing 53.
  • the driver 7 can preferably be non-rotationally connected to a first planetary carrier 18, on which a first multi-stage planet wheel 23 and a second multi-stage planet wheel 27 are preferably rotationally mounted.
  • the first multi-stage planet wheel 23 essentially can belong to a first planetary gear set 20 with a first ring gear 11 and at least one sun wheel, wherein sun wheels 34, 35 and 36 are shown.
  • the second multi-stage planet wheel 27 essentially can belong to a second planetary gear set 21 with a second ring gear 12 and at least one additional fun wheel, wherein sun wheels 38 and 39 are shown.
  • the first multi-stage planetary gear set 20 can preferably be a three-stage gear set, and the first multi-stage planet wheel 23 can comprises the stages 24, 25 and 26 of increasing diameter.
  • the second multi-stage planet wheel 27 can analogously have at least two stages 28 and 29 of increasing diameter.
  • the corresponding sun wheels 34, 35, 36, 38 and 39, located around the hub axle 1, can be connected to the hub axle 1 by means of free wheels 44, 45, 46, 48 and 49. These free wheels 44, 45, 46, 48 and 49 are preferably rotatable in only one direction of rotation, and can preferably have a blocking device for blocking rotation in the opposite direction.
  • the free wheels 44, 45, 46, 48 and 49 can preferably be actuated along the hub axle 1 from outside the hub shift transmission by means of suitable control units 32 and 33.
  • control units can be actuated by means of the shifting mechanism 109' as discussed earlier with reference to FIG. 1a, and the cables 111', which cables can be connected to the control units 32 and 33, as will be discussed in more detail herebelow.
  • the shifting mechanism 109' see FIG. 1a
  • the control units 32 and 33 various gear ratios can essentially be achieved inside the hub shift transmission by selectively activating or deactivating the free wheels 44, 45, 46, 48 and 49.
  • selection or actuation of the free wheels 44, 45, 46, 48 and 49 can essentially comprise connecting the free wheels 44, 45, 46, 48 and 49 to the hub axle I to be held by the hub axle 1.
  • FIGS. 1-3 one type of device by means of which the free wheels 44, 45, 46, 48 and 49 can be connected to the hub axle 1, is depicted in FIGS. 1-3.
  • the use of the device as depicted in FIGS. 1-3 is however not meant to be limiting to the use for connecting free wheels to the hub axle, but in essence, any cylindrical body which can be selectively engaged and disengaged with another cylindrical body within the hub could utilize such an arrangement, for example, the clutch devices 14, 16 and 17 as discussed further hereinbelow, could also possibly be operated in a similar manner.
  • the hub axle 1 of a multi-speed hub is shown with a central longitudinal bore 1a located therein.
  • this longitudinal bore 1a can be used for control purposes for controlling activation and deactivation of the free wheels.
  • the contours of each of the grooves 1b can preferably be formed by a groove base 1c and two groove sides 1d, wherein the sides 1d can preferably include molded bevels 1e.
  • Pawls 2a can preferably have a head portion 2c, which head 2c can preferably be mounted to pivot in bearing points 5b of a ring body 5'.
  • a ring body 5' can be, in at least one preferred embodiment of the present invention, one of the free wheels 44, 45, 46, 48 and 49 as discussed above, which free wheels, can in essence, be a part of the sun wheels 34, 35, 36, 38 and 39.
  • the pawls 2a can preferably have a surface 2e for interacting with one of the two molded bevels 1e.
  • the pawls 2a are preferably slotted longitudinally, to provide a slot of (shown in better detail in FIG.
  • a spring collar, or annular spring 3a which acts radially outwardly, can engage a remaining edge 2h of the bevelled groove base within the head 2c.
  • the pawls 2a can be pivoted inwardly, employing the rocker am principle, as the spring 3a pushes the edge 2h outwardly.
  • the annular spring 3a can preferably be located in an annular groove 5a of the ring body 5'.
  • a control body, or plate 4' for positioning the pawls 2a.
  • a pawl 2a on account of the spring force of the annular spring 3a, can preferably be in contact radially inwardly against a cam 4a, which cam 4a can preferably be molded onto the control plate 4'.
  • the cam 2a can preferably be connected to the control plate 4' in a shaped, or tapered manner by means of a forward bevel 4b and a rear bevel 4c as shown in FIG. 3.
  • the cam 4a when the cam 4a is displaced in the direction of arrow 6' (shown in FIG. 3), by the displacement of control plate 4', the pawl 2a can then essentially pivot into the groove 1b as shown in the lower half of FIG. 1, wherein the surface 2e can then preferably engage with the bevel 1e.
  • This free rotation can be accomplished, on one hand, by means of the curved upper contour of the cam 4a, which contour preferably approximately matches the circular contour of the hub axle 1.
  • a ramp 2d can preferably be molded onto the pawl 2a, which ramp 2d can preferably help to overcome any gaps between the cam 4a and the transition from the bevel 1e to the cylindrical portion of the hub axle 1, when the ring body 5' is rotating in the support, or engaging, direction of rotation 7'.
  • the operator of the bicycle can selectively engage and disengage various ones of the freewheels 44, 45, 46, 48 and 49, and thus, the sun wheels 34, 35, 36, 38 and 39, with the hub axle 1, thereby causing a shifting of the gearing ratios within the hub 100'.
  • a shifting operation will be further discussed herebelow with reference to FIG. 4.
  • FIG. 2 shows a variant configuration of the ratchet mechanism illustrated in FIG. 1.
  • the purpose is to apply a bias to a pawl 2b to pivot the pawl 2b inwardly.
  • the bias in FIG. 2 is provided by an inwardly-acting portion 3b' of a leg spring, or torsional spring 3b, which engages the pawl 2b with the bevels 1e.
  • the leg spring 3b can be positively located in a fastening point 5c within the ring body 5', and can apply pressure to the pawl 2b with its free leg 3b' to thereby force the pawl inwardly into engagement with the groove 1b when the cam 4a is not disposed therebelow.
  • control plate 4' could be provided with two such dams 4a, as shown in FIG. 6, thereby enabling activation and deactivation of two ring bodies 5' with a single control plate 4'.
  • the hub axle 1 preferably have the central hole la, because this central hole la can form an additional control capability for the actuation of the control plate 4'.
  • this can preferably be accomplished by means of pusher blocks (shown in more detail in FIG. 6), which can be connected through slots to the control plates 4'.
  • spring, or biasing devices can be located in the central hole 1a, against which the control plates 4' can also be supported by means of pusher blocks.
  • the control plates 4' could also preferably be controlled directly with the assistance of a shifting device on at least one end of the hub axle 1.
  • FIG. 5 illustrates a variant of the hub shift transmission shown in FIG. 4.
  • FIG. 5 has labels only for parts and/or elements of this hub shift transmission which differ from those of the hub shift transmission shown in FIG. 4, but have a similarity in terms of function or appearance. These parts are identified with numbers which are greater by 100 than the numbers used in FIG. 4. The remaining unnumbered parts are essentially the same as the parts labelled in FIG. 4, and thus, any reference herebelow to unlabelled elements of FIG. 2 can essentially be referred to in FIG. 1.
  • the driver 7 can likewise be braced against the fixed cone 6 by means of the first bearing 51 and against a modified hub sleeve 109 by means of the second bearing 52, which hub sleeve 109 can preferably roll along the lever cone 2 by means of the third bearing 53.
  • the driver 7 can preferably be non-rotationally connected with a first planetary carrier 118, on which the first multi-stage planet wheel 23 and the second multi-stage planet wheel 27 can preferably be rotationally mounted.
  • the first multi-stage planet wheel 23 essentially belongs to a first planetary gear set 120 with a first ring gear 111 and the sun wheels 34, 35 and 36.
  • the second multi-stage planet wheel 27 essentially belongs to a second planetary gear set 121 with a second ring gear 112 and with sun wheels 38 and 39.
  • the first multi-stage planetary gear set 120 can also preferably be a three-stage gear set, and the first multi-stage planet wheel 23 can comprise the stages 24, 25 and 26.
  • the second multi-stage planet wheel 27 can analogously have at least two stages 28 and 29.
  • FIG. 5a Another possible variant which might be able to be provided in accordance with the present invention is depicted in FIG. 5a, wherein the drive 118 forms an integral part of the ring gear 111, and the planet carrier 122 acts as planet carrier for planetary gear 140 as well as planetary gear 120.
  • the drive 118 forms an integral part of the ring gear 111
  • the planet carrier 122 acts as planet carrier for planetary gear 140 as well as planetary gear 120.
  • Such an embodiment might be able to provide alternative gearing ratios as can be provided by the embodiment of FIG. 5.
  • the free wheels 44, 45 and 46 of the sun wheels 34, 35 and 36 are preferably oriented in the opposite direction of rotation from the free wheels 48 and 49 of the sun wheels 38 and 39, where the sun wheels 34, 35 and 36 can preferably freewheel backward on the hub axle 1, and the sun wheels 38 and 39 can preferably freewheel forward.
  • one clutch device 16 and one clutch device 17, each acting in a single direction of rotation can preferably be located on the planetary carriers 18, 118 on both sides of the planetary gear sets 20, 120 and 21, 121, when viewed axially.
  • the clutch device 16 preferably drives in the driving direction of rotation, and the clutch device 17 preferably drives in the reverse direction of rotation.
  • the driving side clutch device 17 preferably interacts with the second ring gear 12, 112 and the lever-cone-side clutch device 16 preferably interacts with one of the second planetary carriers 22, 122, whereby in the variant illustrated in FIG. 4, this clutch device 16 can preferably be non-rotationally connected to the second planetary carrier 22, via the ring gear 11 by means of a dog clutch 30.
  • the first planetary carrier 118 essentially interacts directly with the first ring gear 111 via the clutch device 116, which ring gear 111 can again be connected to a second planetary carrier 122.
  • the second planetary carrier 22, 122 can essentially be an integral component of a differential planetary gear set 40, 140, which is depicted in greater detail in FIG. 4a.
  • This differential planetary gear set 40, 140 can preferably have at least a one-stage differential planet wheel 41, 141, a differential ring gear 13, 113 and a differential sun wheel 42, 142.
  • the differential ring gear 13 can preferably interact with the hub sleeve 9 via a clutch device 14, which clutch device 14 preferably engages in the driving direction of rotation and can preferably freewheel in the reverse direction of rotation.
  • the differential sun wheel 142 is preferably mechanically connected to the hub sleeve 109 by means of a clutch device 114, which clutch device 114 can preferably be engaged in the driving direction of rotation and can preferably freewheel in the reverse direction.
  • the first planetary carrier 18, 118 in at least one embodiment of the present invention, can preferably have a threaded portion 10 on its lever-cone-side end, onto which threaded portion 10 a brake cone 5 can be screwed.
  • the threaded portion 10 can essentially be realized as a right-handed thread with a steep thread patch so that the brake cone 5, the rotation of which can be restricted by a friction not indicated here, moves to the driving side to the block position when the first planetary carrier 18 rotates in the driving direction of rotation, and, when the first planetary carrier 18 rotates in the reverse direction, moves in the direction of the lever cone 2 toward a brake system 19.
  • This brake system 19 preferably includes a brake shell 4 which can be made up of a number of parts, and which can removed outward against the hub sleeve 9 for the generation of frictional forces when one of the bevels of the brake cone 5 slips under the brake shell 4.
  • This brake shell 4 can preferably be braced against the lever cone 2 and can transmit its rotational forces to the lever cone by means of an interlocking member, or dog clutch 37.
  • the rotational forces are preferably supported against the frame 103' (FIG. 1a) of the bicycle by means of the arm 3, thereby essentially prohibiting rotation of the brake cone 5 during a braking action, or, in other words, during a frictional engagement of the brake cone 5 with the hub shell 9.
  • the clutch device 16, 116 connected to the first planetary carrier 18, 118 can preferably be actuated by means of a lifting apparatus 31, whereby this actuation functions automatically when moving backwards, or in other words, during a backpedalling, or braking action. If none of the sun wheels 34, 35 and 36 are located on the hub axle 1, the clutch device 16, 116 can preferably generate an additional direct speed, as can preferably the clutch device 17 on the second planetary gear set 21.
  • the cyclist can preferably use the liftable free wheels 44, 45, 46, 48 and 49, as well as the liftable clutch device 17, to manually select the individual speeds from the outside.
  • the free wheels 44, 45 and 46 can preferably be sequentially lifted by means of the first control unit 32.
  • the control unit could possibly be a bar disposed within the bore 1a (see FIG. 1), which bar could preferably move the control plate 41 and cam 4a (see FIG. 1) between the free wheels 44, 45, 46 and the axle 1 to thereby block engagement with the axle 1.
  • the first planetary gear set 20, 120 can interact with the first ring gear 11, 111 via the free wheel 46 via the sun wheel 36 via the third stage 26 of the first multi-stage planet wheel 23 via the second stage 25.
  • the free wheel 45 can preferably engage and support the sun wheel 35 against the hub axle 1.
  • the speed of the engaged sun wheel 35 overtakes the freewheel 46, and the flow of force is via the free wheel 45, the sun wheel 35, the second stage 25 of the first multi-stage planet wheel 23 to the first ring gear 11, 111.
  • the first control unit 32 is further retracted so that the free wheel 44 is able to rest against the hub sleeve axle 1, the two free wheels 45 and 46 are outrun and the sun wheel 45 rests against the hub axle 1.
  • the clutch device 16, 116 can preferably be active in the drive direction with respect to the first ring gear 11, 111, thereby providing a direct connection between the first planetary carrier 18, 118 and the ring gear 11, 111. In essence, the clutch device 16, 116 would always be engaged in the drive direction, but when there is a connection between at least one of the freewheels and the hub axle 1, the clutch device 16, 116 would be outrun.
  • This clutch device 16, 116 could preferably be in the form of a spring biased pawl clutch in at least one embodiment of the present invention, whereby the pawls can be biased outwardly to engage the inside of the ring gear 11, but when being outrun, the pawls can be depressed inwardly.
  • Such clutch devices are essentially well known and will therefore not be discussed in any further detail herein.
  • She second planetary gear set 21 preferably includes two free wheels 48 and 49 and the clutch device 17. Instead of actuating both free wheels 48 and 49 by means of the second control unit 33, which could easily be done, the free wheel 49 and the clutch device 17 of the variants shown in FIGS. 4 and 5 can be actuated automatically, and the free wheel 48 can preferably be made to operate automatically.
  • the second planetary gear set 21, 121 can preferably produce three speeds (one more than the number of gear stages of the planet wheel 27).
  • This second planetary gear set 21, 121 can preferably be provided to drive the second ring gear 12, 112 which can be rigidly connected to a differential sun wheel 42.
  • a direct speed can preferably be achieved by lifting the lifting device 31 at the clutch device 17, thereby engaging the clutch device 17 to provide a direct connection between the first planetary carrier 18, 118 and the second ring gear 12, 112. In this case, the engaged free wheels 48 and 49 would be outrun.
  • the next fastest speed is produced by lifting the clutch device 17 to disengage the clutch device 17, and lifting the free wheel 49, whereby the free wheel 48 can then drive.
  • the fastest translation ratio can preferably be achieved by lifting the lifting device of the free wheel 49, thereby engaging the free wheel 49 so that the free wheel 49 can also be driven, as a result of which the free wheel 48 would be outrun.
  • the clutch device 17 must remain raised, or disengaged.
  • the free wheels 44, 45 and 46, as well as the clutch devices 14, 114 and 16, 116 preferably block forward relative to the driver 7, while the free wheels 48 and 49, as well as the clutch device 17 preferably block backward.
  • the power flow from the two planetary gazer sets 20, 120 and 21, 121 essentially must be consolidated. This can preferably be done by providing a differential planetary gear set 40, 140 at the hub sleeve 9, 109.
  • the first ring gear 11 preferably acts on the second planetary carrier 22 as the first gear output from the first planetary gear set 20, whereby the clutch device 16 must essentially also be considered part of this gear output.
  • the second ring gear 12, on which the clutch device 17 acts analogous to the first gear output, can essentially be considered to be the second gear output.
  • the second ring gear 12 can be rigidly connected to the differential sun wheel 42.
  • the two near outputs from the first and second planetary gear sets 20 and 21 can be unified in the differential planetary gear set 40 and coupled, via the differential planet wheel 41, with the differential ring gear 13 via a clutch device 14 of the hub sleeve 9, which assembly blocks in the driving direction of rotation.
  • the first ring gear 111 preferably acts on the second planetary carrier 122 as the first gear output from the first planetary gear set 120, whereby the clutch device 16, the driving portion of which is rigidly connected to the first planetary carrier 118, must likewise be considered part of this gear output, since it acts on the second planetary carrier 122.
  • the second ring gear 112, on which the clutch device 17 acts analogous to the first gear output, can be considered the second gear output.
  • the second ring gear 112 preferably interacts with the differential ring gear 113, while the first ring gear 111 interacts with the second planetary carrier 122, by means of which the two gear outputs in the differential planetary gear set 140 are united via the differential planet wheel 141 and the power flow is transferred to the differential sun wheel 142.
  • the output power then flows from the sun wheel 142, which is coupled with the hub sleeve 109 via the clutch device 114 which blocks in the driving direction of rotation.
  • the first speed can preferably be achieved by lifting the free wheels 44, 45 and 46, as well as the clutch device 17, as a result of which the first planetary carrier 18, 118 is connected directly to the first ring gear 11, 111 via the clutch device 16, by-passing the first planetary gear set 20, 120, while the free wheel 49 blocks and the sun wheel 39 for the second planetary gear set 21, 121 activates.
  • the free wheel 48 preferably runs forward faster under no load, that is, the free wheel 40 is outrun.
  • the second planetary carrier 22, via the direct engagement between the driver 7, carrier 18, ring gear 11, and carrier 22, can thus preferably run at the driving speed as shown in FIG. 4, while the differential sun wheel 42 turns with the highest step-up ratio.
  • the hub sleeve 9 would essentially turn only a portion of a revolution for each revolution of the driver 7. In one possible embodiment, the hub sleeve 9 could possibly turn a half revolution for each revolution of the driver 7. In further embodiments, depending on the sizes of the gears, other turning ratios would be possible, and it would be well within the skill of the artisan to provide desired turning ratios.
  • the second speed shifts the power transfer from free wheel 49 to the automatic free wheel 48 by lifting the free wheel 49.
  • the multiplication in the second planetary gear set 21 becomes less, and the second ring gear 12 and the differential sun wheel 42 run slower, as a result of which the differential ring gear 13 and thus the hub sleeve 9 run correspondingly faster for a constant speed of the second planetary gear set 21. That is, the hub sleeve 9 would essentially turn a greater portion of a revolution for each revolution of the driver 7. In one possible embodiment, the hub sleeve 9 could possibly turn three-quarters of a revolution for each revolution of the driver 7.
  • the third speed can be achieved by lifting the lifting device at the clutch device 17 thereby engaging the clutch 17, as a result of which the second ring gear 12 is directly driven at a speed which is slower than the two speeds described above, or the direct speed of the driver 7 because of the direct connection. Since the clutch device 16 also blocks, bringing the second planetary carrier 22 to the driving speed, the differential sun wheel 42 and the differential ring gear 13 would both turn at the driving speed. The differential planet wheels 41 thus would essentially not rotate relative to the differential sun wheel 42 and the differential ring gear 13. The hub sleeve 9 can thus be carried along at the driving speed, which corresponds to a direct drive, or one revolution of the hub sleeve 9 for each revolution of the driver 7.
  • the fourth speed of the system can be achieved, in the second planetary gear set, from the third speed simply by lifting, or disengaging the clutch 17, or, from the second speed, by lifting the lifting device of the shiftable free wheel 49 to engage the free wheel 49.
  • the lifting device of the free wheel 44 of the first planet wheel 23 can also be lifted, thus, engaging the free wheel 44, causing this free wheel 44 to block and forcing the free wheels 45 and 46 to be overrun, whether the free wheels 45 and 46 have been lifted or not. So that the second planetary gear set 21 may also be used for translation, the clutch device 17 is lifted.
  • the differential sun wheel 42 again rotates with maximum multiplication and the second planetary carrier 18 turns at the slowest speed of the first planetary gear set 20, but still faster than in direct gear, or faster than bypass of the first planetary gear set 20, when the clutch device 16 blocks, or drives.
  • the differential sun wheel 42 turns as slowly as possible and the second planetary carrier 18 turns as fast as possible.
  • the slowest speed for the differential sun wheel 42 can essentially be achieved by lifting the lifting device for the clutch device 17 to engage the clutch device 17, as a result of which the differential sun wheel 42 turns at the driving speed of the driver 7.
  • the maximum speed of the second planetary carrier 18 through the first planetary gear set 20 can be achieved by means of the lifting of the lifting device of the free wheel 46 thereby engaging the freewheel 46.
  • the free wheels 44 and 45 essentially must be lifted for the blocking of the free wheel 46.
  • the clutch device 16 is thereby overrun.
  • the differential ring gear 13 and thus the hub sleeve 9 reach their maximum multiplication ratio with respect to the first planetary carrier 18 with its driver 7 turning at the driving speed.
  • a single revolution of the driver 7 can possibly produce multiple revolutions of the hub sleeve 9.
  • the second planetary carrier 122 must turn as slowly as possible and the differential ring gear 113 must turn as fast as possible.
  • the fast speed comes from the second planetary gear set 121 and the slow speed comes from the first planetary gear set 120.
  • the differential sun wheel 142 turns slowly and imparts this speed to the hub sleeve 109.
  • the individual speeds can essentially be produced analogously and with no changes from the shifting chart which applies to the variant shown in FIG. 4, as described above.
  • the brake parts 4, 5 can preferably be activated by pedalling backwards and thus reversing the drive pinion 8 on the driver 7 of the first planetary carrier 18, 118 and finally the threaded portion 10, which is preferably non-rotationally connected to the first planetary carrier 18, 118.
  • the braking torque can essentially be transferred via the dog clutch 37 to the bicycle frame via the lever cone 2 end the arm 3.
  • the clutch device 16 can preferably be equipped with lifting device 31 which can interrupt the power flow in the driving direction of rotation when the brake cone moves axially to ensure that there sufficient idle angle of rotation in the driving direction, that the brake can preferably be released.
  • lifting device 31 can interrupt the power flow in the driving direction of rotation when the brake cone moves axially to ensure that there sufficient idle angle of rotation in the driving direction, that the brake can preferably be released.
  • FIG. 6 depicts an alternative embodiment of a bicycle hub and components thereof which could possibly be interchangeable with similar components as discussed above.
  • FIG. 6 shows cross-sectional view along the longitudinal axis of the hub and thereby essentially provides an actual depiction of components of a hub, as compared to the schematic illustrations of FIGS. 4 and 5.
  • the multi-speed bicycle wheel hub 10' illustrated in a simplified longitudinal section in FIG. 6 has, as its "core”, a sun and planet gear mechanism 12', which makes the required gear ratios available by upshifting (to higher speeds) and downshifting (to lower speeds).
  • the sun and planet gear mechanism 12' preferably has a ring gear 14'.
  • the inside circumference gearing 14a' of the ring gear 14' is preferably continuously engaged with planet wheels 16', of which there are at least two in each planetary transmission, for a balance of forces and for self-centering. In the normal case, there preferably are three planet wheels 16'.
  • the planet wheels 16' can preferably be mounted by means of bearing bolts 18' on a common planet wheel carrier 20' so that they can rotate.
  • the cage-like planet wheel carrier 20' is preferably mounted by means of a bearing segment 20a' so that it can rotate on a stationary hub axle 22'.
  • the longitudinal axis of the hub axle 22' can preferably define an axis of rotation 24' of the bicycle wheel hub 10', around which the moving parts of the bicycle wheel hub 10' can rotate.
  • the planet wheels 16' are preferably designed in three stages with a large planet wheel stage 16a' having the maximum number of teeth, an intermediate planet wheel stage 16b' having an intermediate number of teeth, and a small planet wheel stage 16c' having the lowest number of teeth.
  • the intermediate planet wheel stage 16b' is preferably continuously engaged with the ring gear 14'. All of the stages of the planet wheel, i.e. 16a', 16b', and 16c' are preferably continuously engaged with corresponding sun wheels 24a', 24b' and 24c'.
  • pawls 26' and 26' can be engaged and disengaged from the axle 22' by means of a control plate 4' as described above with reference to FIGS. 1-3.
  • the control plate 4' can be moved parallel to the axis of rotation 24', so that at least one of the sun wheels 24a', 24b', 24c' can be selected and fixed in a non-rotating manner on the hub axle 22'.
  • the pawls 26' are engaged with the axle 22' while the pawl 26" is disengaged, so that in essence, the gearing is being provided by the pawl 26' associated with the sun wheel 24b' and planet wheel 16b'.
  • the control member 4' is preferably connected via a block member 71' on a push rod 70' to a gear control member 75' disposed externally of the hub.
  • the gear control member can essentially push the rod 70' by means of a user activated cable system as described earlier with reference to FIG. 1a and activated by the manual shifting mechanism 109' (see FIG. 1a) on the bicycle handlebars 108'.
  • a biasing member 72' can preferably be provided to assist in returning the rod 70' to the left in FIG. 6.
  • a second pawl 28' which can also be connected to the manual shifting mechanism 109', and activated in a manner similar to the activation of the pawls 26' and 26", or an alternative known manner, can preferably be used to switch among three different force paths from a driver 30' supporting a sprocket wheel (not shown in FIG. 6), to a hub sleeve 33', to which are attached the bicycle spokes for the bicycle rim.
  • the driver 30' is preferably mounted by means of a ball bearing 32' on the hub axle 22'.
  • the hub sleeve 33' is preferably mounted on one end by means of a ball bearing 34' on the hub axle 22' and on the other end by means of a ball bearing 36' preferably on the driver 30'.
  • the force path can preferably run from the driver 30' by means of a clutch ring 38' with clutch gearing 38a', to a corresponding clutch gearing 20a' of the planet wheel carrier 20'.
  • the planet wheel carrier 20' can, in turn, drive, by means of the planet wheels 16', the ring gear 14', and namely with a translation ratio which is preferably determined by the currently fixed sun wheel 24a' to 24c'.
  • a freewheel clutch in the form of a locking pawl 40' essentially makes certain that the hub sleeve 33' moves along with the ring gear 14'.
  • the high gear with the highest transmission ratio (in this embodiment, 7th gear) is preferably selected by fixing the largest sun wheel 24c'.
  • the 6th and 5th gears are preferably selected by fixing the sun wheel 24b' or the sun wheel 24a' respectively.
  • the clutch ring 38' By shifting the pawl 28' into an intermediate position designated 28"', the clutch ring 38' will essentially be moved to the right as shown in FIG. 6, whereby the clutch gearing 38a' is preferably disengaged from the clutch gearing 20a' of the planet wheel carrier 20', but is preferably still engaged with a corresponding clutch gearing 12a' of the ring gear 14'.
  • the result is the direct 4th gear, in which the force flows via the clutch ring 38' to the ring gear 14' and via the pawl coupling 40' preferably to the hub sleeve 33'.
  • the rider can downshift (when travelling uphill), and, in particular, can downshift the least amount by activating the sun wheel 24a'. Preferably, this minimal shifting would correspond to 3rd gear.
  • the rider can downshift an intermediate amount by activating the sun wheel 24b', and by the maximum amount when the sun wheel 240' is activated. Preferably, the intermediate shifting would correspond to 2nd gear, and the maximal shifting would correspond to 1st gear.
  • a braking device 46' makes possible an immediate deceleration of the hub sleeve 33' when the rider backpedals.
  • a brake activation piece 48' is preferably mounted by means of a coarse screw thread 50' on the segment 20a' of the planet wheel carrier 20'.
  • a stationary pre-stressed spring 52' engaged with the brake part 48' can essentially guarantee that the brake part 48' is temporarily not co-rotating, and thus moves to the left in FIG. 6 toward brake Jaws 54', on account of the coarse screw thread.
  • Corresponding angled surfaces on the brake activation part 48' and on the brake jaws 54' are pressed radially outward to make braking contact against the inside circumference surface of the hub sleeve 33'. Holding lugs 56a' on a hub flange 56' attached in a non-rotating manner to the hub axle 22' prevent co-rotation of the brake jaws 54'.
  • a series of prestress springs i.e. spring 72'
  • spring 72' can preferably guarantee the return of the corresponding parts to their initial position.
  • One feature of the invention resides broadly in the control device for ratchet mechanisms for bicycle multispeed drive hubs, comprising at least one pawl 2a, 2b biased radially inward by means of at least one spring 3a, 3b, whereby this ratchet mechanism non-rotationally couples a ring body 5' in one direction of rotation with another rotational body, in particular a hub axle 1, with at least one control device running parallel to the hub axle 1 to control the engagement of the pawl between the ring body 5' and the hub axle 1, characterized by the fact that the control device consists of at least one control plate 4' which is located in at least one groove 1b with a groove base 1c and groove sides 1d, and in which the control plate 4' can be displaced longitudinally along a surface line of the hub axle, and which has at least one cam 4a, which can be engaged with or disengaged from at least one pawl 2a, 2b.
  • Another feature of the invention resides broadly in the control device characterized by the fact that the pawls 2a, 2b are mounted in the ring body 5' and are supported on the groove side 1d against the hub axle 1 to transmit torque.
  • Yet another feature of the invention resides broadly in the control device characterized by the fact that the groove side 1d has a bevel 1e.
  • Still another feature of the invention resides broadly in the control device characterized by the fact that the control plate 4' has a forward bevel 4b and a rear bevel 4c, each of which runs in the direction of displacement toward the cam 4a.
  • a further feature of the invention resides broadly in the control device characterized by the fact that the cam 4a matches the cross section of the groove 1b, whereby the lateral contour approximately matches the groove sides 1d and the bevels 1e, and the height of the cam 4a approximately matches the circumference of the hub axle 1.
  • Another feature of the invention resides broadly in the control device characterized by the fact that the pawls 2a have ramp 2d.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Structure Of Transmissions (AREA)
US08/377,476 1994-01-27 1995-01-24 Multispeed hub for a bicycle Expired - Fee Related US5540456A (en)

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DE4402344A DE4402344C1 (de) 1994-01-27 1994-01-27 Steuereinrichtung für Klinkengesperre für Fahrrad-Mehrgangantriebsnaben
DE4402344.8 1994-01-27

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EP (1) EP0665384A1 (de)
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WO1998052818A1 (de) * 1997-05-16 1998-11-26 Bernhard Rohloff Mehrgang-getriebe für fahrräder
US5855530A (en) * 1997-07-30 1999-01-05 Industrial Technology Research Institute Speed-changing transmission hub for a bicycle
US5893573A (en) * 1997-06-04 1999-04-13 Sram Deutschland Gmbh Rotary handlebar-mountable gearshift actuator for bicycles
EP0849156A3 (de) * 1996-12-20 2000-03-08 Shimano Inc. Fahrrad-Anti-Diebstahl-Steuerungsgerät, Gangschaltvorrichtung und Schaltsystem
US6199884B1 (en) 1996-12-23 2001-03-13 7444353 Alberta Ltd. Helical drive bicycle
US6241565B1 (en) 1996-12-23 2001-06-05 Helixsphere Technologies, Inc. Helical drive human powered boat
EP1148264A1 (de) * 2000-04-22 2001-10-24 SRAM Deutschland GmbH Freilaufkupplung mit zwangsgesteuerter Sperrklinke
EP1167175A1 (de) * 2000-06-22 2002-01-02 Jen-Chih Liu Nabeninnenschaltung für Fahrräder
US6390487B1 (en) * 1998-01-20 2002-05-21 World Industry Co., Ltd. Driving direction changing apparatus of bicycle hub
US20030024339A1 (en) * 2001-08-01 2003-02-06 Shimano, Inc. Shift positioning device for a bicycle transmission
US6533700B2 (en) 2000-03-10 2003-03-18 Shimano, Inc. Bicycle hub transmission with a guiding member for a sun gear
US6558288B2 (en) * 2001-05-18 2003-05-06 Shimano, Inc. Internal transmission device with automatic shift mechanism for a bicycle
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US7121394B2 (en) 2004-10-19 2006-10-17 Kun Teng Industry Co., Ltd. Hub assembly for a bicycle
US20060264281A1 (en) * 2005-05-17 2006-11-23 Chin-Chuo Chuo Bicycle crank speed change sprocket module
US20070062775A1 (en) * 2004-07-27 2007-03-22 Bird Norm J Retention of an actuating spring in a one-way clutch or brake
CN1326742C (zh) * 2002-03-07 2007-07-18 Sram德国有限公司 用于在轮毂传动装置中换档的离合器
WO2007121621A1 (fr) * 2006-04-20 2007-11-01 Baowu Ou Yang Appareil de changement de vitesse à partie centrale de commande d'axe central utilisé dans un variateur de vitesse
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CN100445600C (zh) * 2002-10-16 2008-12-24 赛恩基涅蒂斯公司 用于控制轴输出的多速比装置
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KR100954300B1 (ko) 2010-02-09 2010-04-22 (주)엠비아이 자전거 속도변환 보조장치
US8023580B2 (en) 1997-12-05 2011-09-20 Bremer Gordon F System and method of communication using at least two modulation methods
US20120083383A1 (en) * 2010-09-30 2012-04-05 Sram Deutschland Gmbh Hub with mechanism to permit backwards movement without pedal movement
US20140300078A1 (en) * 2011-08-17 2014-10-09 Synergy Biosurgical Ag Device for the propulsion and eccentric braking of a vehicle
US8992375B2 (en) 2012-01-20 2015-03-31 Sram, Llc Bicycle transmission, particularly in form of a multi-speed gear hub
JP2015197201A (ja) * 2014-04-03 2015-11-09 Ｎｓｋワーナー株式会社 ラチェット型ワンウェイクラッチ
US9432172B2 (en) 1997-12-05 2016-08-30 Rembrandt Wireless Technologies, Lp System and method of communication using at least two modulation methods
CN112218794A (zh) * 2018-03-28 2021-01-12 威尔弗里德·唐纳 具有两个行星齿轮的多挡变速器
TWI795237B (zh) * 2022-03-16 2023-03-01 智盟能源股份有限公司 彈性離合變速機構
JP2023107476A (ja) * 2022-01-24 2023-08-03 介▲隆▼興齒輪股▲ふん▼有限公司 内装変速機のギアシフト制御機構
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DE19713749A1 (de) * 1997-04-04 1998-10-08 Porsche Ag Schaltvorrichtung für ein sequentiell betätigtes Getriebe
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DE10030959A1 (de) * 2000-06-24 2002-01-03 Sram De Gmbh Mehrgangschaltnabe
DE10134842A1 (de) * 2001-07-17 2003-02-06 Sram De Gmbh Lastschaltbare Mehrgangnabe
DE102006017745A1 (de) * 2006-04-15 2007-10-18 Sram Deutschland Gmbh Schalteinrichtung für eine Mehrgangnabe
DE102009013577B4 (de) * 2009-03-19 2013-08-01 Georg Denhöfer Kettenschaltung mit freischaltbarem Freilauf
CN105539716B (zh) * 2015-12-24 2018-01-05 张学田 一种设有多档快捷变速的自行车双轮盘
CN107499420A (zh) * 2017-09-22 2017-12-22 东峡大通（北京）管理咨询有限公司 一种单车的锁车设备及单车
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US5738197A (en) * 1995-05-22 1998-04-14 Fichtel & Sachs Ag Freewheel hub for bicycles
US6206799B1 (en) 1996-12-20 2001-03-27 Shimano, Inc. Bicycle antitheft control device, shifting device and shifting system
US6164677A (en) * 1996-12-20 2000-12-26 Shimano, Inc. Bicycle antitheft control device, shifting device and shifting system
US6213910B1 (en) 1996-12-20 2001-04-10 Shimano, Inc. Bicycle antitheft control device, shifting device and shifting system
EP0849156A3 (de) * 1996-12-20 2000-03-08 Shimano Inc. Fahrrad-Anti-Diebstahl-Steuerungsgerät, Gangschaltvorrichtung und Schaltsystem
US6152847A (en) * 1996-12-20 2000-11-28 Shimano, Inc. Bicycle antitheft control device, shifting device and shifting system
US6213487B1 (en) 1996-12-23 2001-04-10 744353 Alberta Ltd. Helical drive wheelchair
US6199884B1 (en) 1996-12-23 2001-03-13 7444353 Alberta Ltd. Helical drive bicycle
US6241565B1 (en) 1996-12-23 2001-06-05 Helixsphere Technologies, Inc. Helical drive human powered boat
US6258005B1 (en) 1997-05-16 2001-07-10 Bernhard Rohloff Multispeed bicycle gear system
WO1998052818A1 (de) * 1997-05-16 1998-11-26 Bernhard Rohloff Mehrgang-getriebe für fahrräder
US5893573A (en) * 1997-06-04 1999-04-13 Sram Deutschland Gmbh Rotary handlebar-mountable gearshift actuator for bicycles
US5855530A (en) * 1997-07-30 1999-01-05 Industrial Technology Research Institute Speed-changing transmission hub for a bicycle
US9432172B2 (en) 1997-12-05 2016-08-30 Rembrandt Wireless Technologies, Lp System and method of communication using at least two modulation methods
US8023580B2 (en) 1997-12-05 2011-09-20 Bremer Gordon F System and method of communication using at least two modulation methods
US8457228B2 (en) 1997-12-05 2013-06-04 Gordon F. Bremer System and method of communication using at least two modulation methods
US6390487B1 (en) * 1998-01-20 2002-05-21 World Industry Co., Ltd. Driving direction changing apparatus of bicycle hub
EP1413509A3 (de) * 2000-03-10 2004-08-25 Shimano Inc. Fahrradantriebsnabe mit einem Führungsglied für ein Sonnenrad
US6572508B2 (en) 2000-03-10 2003-06-03 Shimano, Inc. Pawl control mechanism for a bicycle hub transmission
US6607465B1 (en) * 2000-03-10 2003-08-19 Shimano, Inc. Bicycle hub transmission with a guiding member for a sun gear
US6533700B2 (en) 2000-03-10 2003-03-18 Shimano, Inc. Bicycle hub transmission with a guiding member for a sun gear
EP1148264A1 (de) * 2000-04-22 2001-10-24 SRAM Deutschland GmbH Freilaufkupplung mit zwangsgesteuerter Sperrklinke
EP1167175A1 (de) * 2000-06-22 2002-01-02 Jen-Chih Liu Nabeninnenschaltung für Fahrräder
US6558288B2 (en) * 2001-05-18 2003-05-06 Shimano, Inc. Internal transmission device with automatic shift mechanism for a bicycle
EP1258422A3 (de) * 2001-05-18 2005-08-10 Shimano Inc. Automatische Schaltung für Fahrrad
EP1281611A3 (de) * 2001-08-01 2005-03-30 Shimano Inc. Schaltstellungsanzeigevorrichtung für ein Fahrrad
US6993995B2 (en) 2001-08-01 2006-02-07 Shimano, Inc. Shift positioning device for a bicycle transmission
US20030024339A1 (en) * 2001-08-01 2003-02-06 Shimano, Inc. Shift positioning device for a bicycle transmission
CN1326742C (zh) * 2002-03-07 2007-07-18 Sram德国有限公司 用于在轮毂传动装置中换档的离合器
CN100445600C (zh) * 2002-10-16 2008-12-24 赛恩基涅蒂斯公司 用于控制轴输出的多速比装置
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JP7397514B2 (ja) 2022-01-24 2023-12-13 介▲隆▼興齒輪股▲ふん▼有限公司 内装変速機のギアシフト制御機構
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DE4402344C1 (de) 1995-03-16

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